Train-control system



Nov'. 29, 1927.

1,650,596 1'. BoDDE TRAIN coNTRoL SYSTEM Filed June '7. 1922 5 Sheets-Sheet 1 Nom-29, 1927. y 1,650,596

T. BODDE Y TRAIN CONTROL SYSTEM Filed June 7. 1922 5 Sheets-Sheet 5 A TTORNE V5 srArEs rArsN-r marsa THEonoEE BoDnE, ror SHANGHAI, CHINA, ASSIGNE fro THE n-EGAN SAFETY DEVICES COMPANY, INC., or NEW YORK, N. Y., A CORPORATION or NEW YORK.

TRAIN-CONTROL SYSTEM( Application led June 7,

This invention relates to a train Acontrol system and` more particularly to a system for automatically controlling `the movement of cars, trains or the like responsive to track or roadside conditions.

The principal objects of the present invention comprehend the provision of a'novel train control system in which the companion train and track apparatus are correlated to eiect a very sensitive inertialess system adaptable for instantaneous operation and instantresponse to roadside conditionsand especially serviceable Vtor `tast `moving vehicles and trains.

To the accomplishment of the foregoing and'such other objects asmay hereinafter appear, my invention consists in the elements and their relation one to the other, as hereinafter particularly described and sought yto be defined in the claims, reference beinghad to the accompanying drawings, which show V preferred embodiments of my invention, and

in which:

Figure 1 is a perspective view of the vchicle and roadside apparatus. n

Figure 2 is a diagrammatic view of the vehicle circuits and the roadside magnetic mechanism cooperating therewith, Vthese parts being shown under clear track conditions,

Figure 2a is a graphical view of the characteristic of the vehicle circuits shown in Figure 2,

'Figure 3 is a view showing the track ap* paratus, y f

Figure iis a diagrammatic view `offa mode itied form of the vehicle `circuits andthe track mechanism associated therewith, these parts being shown under-danger track conditions, i l

Figure 4a is a ygraphical representation of the characteristic of the circuitsl shownin Figure 1l,- and l f Figure 5 is view of a modiiied system. Referring nowpmore in detail to Figures 1 and 2 of the drawings, my invention broadly comprehends the `provision of* a train control system in ywhich electrical train circuits are magnetically niiuenced by track mechanism preferably intermittently operative at predetermined times, the vehicle and track mechanisms cooperating tol effect a independenticircuita `axial with tube.

filament 11 by means there will bean emission of electrons from the:ilamentf11to the anode 12 and upon *closinga (circuit` including the anode Vand cathode La currentl will be i established there,-

1322. serial No. 566,565,

very sensitive and inertialess train control apparatus; *Morespecifically, my present invention comprehends theV Aprovision of a train circuit including a thermo-ionic device arranged to ybe "magnetically intluen'cedby track meclianismdepending upon roadside conditions of vthe circuit `responsive to changing track conditions. As shown in Figure 2, the train control circuit is under the control of an electron discharge device or thermo-ionic element in theform of a magnetron generally designated as M, thel magnetron comprising a Vacuous `vessel or tube 10 provided with the cathode in the form oi' a stra-ight filament 11 and a cylindrical anode lf2,V symmetrically encircling the cathode, the filament 11 being providedI with the sealed terminals 13 `and Hand the anode 12 being provided with the sealed terminal 15, yand encirclingthe tube :for modifying the lcharacteristics f iricEf,

10 `symmetrically with the cathode `and i arranged, as ,will be detailed hereinafter, `in the said l solenoids being provided for-selective control ofthe-activity of the thermo-ionic element M. In the diagrammatic illustration in Figure 2 the solenoids 16 and 17 for purposes of clarity have ybeen shownfarrangedto the sides of the tube v1O,lout it `will be understood thatthe actual construction comprises a symmetrical arrangement of these solenoids encircling and surrounding thetube, the solenoids being cothe anode and cathode of` the Forheating the iilamentorcathode 1v1 to obtainthe desired emission of electrons, the terminals 13 and 14; of the cathode nected to a` glow circuit including the battery or other source of energy 18,Uthe opposite poles of which are connected to the terminals 13 and 14 as by means oftheconductors 19 and 20. J@isis well known, upon heating the of this glow circuit through;A

tre COIlf The' thermo-ionic element M is arranged in a traincircuit, selective activity of the element being providedffor controlling "fanodel provide the two solenoids 116and 17 l Vits the said train circuit. The train circuit is ing the anode 12, and the current in the outconnected across the cathode and anode of the element M, the said circuit including the solenoid 21 of a relay, one Mterminal 4of the said solenoid 21 being connected by means of a conductor 22 to tlieanode terminal 15, lthe other terminal ofthe solenoid 21 being connectedby means/of a conductor 23 to the solenoid 17 which in turn is connected by means of a conductor 211 to one terminal of a battery or other source of energy 25, the other .terminal of the battery being in turn connected by means ofa conductor 26fto the cathode terminal 13. .The solenoid 21 of the relay-, "therefore, is connected in series with the solenoid 17 of the tliermo-.ionic element andacioss thecatliode and anode terminals of the4 thermo-ionic device. e

`For` energizing the solenoid 16 vof the thermo-ionic element M there is 'providedy the battery or other source of energy 27 connected-toene terminal of the solenoid 16 as by means of conductor 28, the other terminal of .the solenoid 16 beingconnectedto the 'other terminal .of the battery 27 by `meansof a conductor 29, a rlieostat 3() in series therewith-and a conductoi 312 The rheostat 30 is provided for obtaining the de- -sired energization of the solenoid 16 to effect a predetermined magnetic influence on .fthe Athermo-ionic device M,.as Will become .clearer piesently.

As is known, in the absence of any magnetic influence on the magnetron M, the" ,magnetron will be l`open and a current willudow through the controlled-relay circuit for energizing the said circuit to ef- -fect the operation of the relay magnet 21. `It isv also known that when the Amagnetron -M- is subjected to the. influence of the magnetic field above a predetermined or critical magnitude,.the electron flow between the cathodennd anode Will be interrupted for closing the magnetron and deenergizing the relay. magnet 21. This phenomenon is lgraphically illustratediin. Fig. 2a of the drawings,'this figure representing the operating characteristics of themagnetron under `the :infiuence' .of the magnetic field, the strength of the magnetic field beingv representedl by the abscissae and the strength of the current in the output or controlled relay circuit by the ordinates, the curve EDAB depicting the characteristics. of the magnetron and controlled circuit. If the strength of the, magnetic Vfield influencing the magnetron is less than the abscissarepvresented as CD,the electrons emitted from the cathode. impinge uninterruptedly upon theanode-ia'nd'the current in the controlled circuit Will be a maximum, as represented by the ordinate XC. If, however, the strength'bf the -magnetic 'field' exceeds the Acritical/point represented as D, the electrons 'will be diverted and prevented from reachput or controlled circuit will constantly fall Without lag or inertia to a value as represented by the part of the curve AB. From this it will be seen that the magnetron may be controlled by controlling in a predetermined mannei the magnetic vinfluence to which it is subjected. e

For controlling the operation of the magnetroii and the condition of the output circuit in accordance with my invention, I provide means for producing opposed magnetic ,fields vinfiueiicing the magnetron, the said opposed magnetic fields having a given resultant4 magnitude, Which magnitude is selectively changed and reestablislied to produce different conditions of operation. To this end the solenoids 16 and 17 heretofore referred to are so Wound and arranged on the magnetron tube 10 as to produce magnetic fields in opposition, as indicated by the arrows in Fig. 2, the strength of the opposing` magnetic fields being so predetermined that tlie magnetic field produced by the solenoid 16 when acting alone is effective l for establishing one condition of operation and the strength of the resultant of both magnetic fields when acting in opposition is effective for producing a different condition of operation. These predetermined magni-` tudes are graphically illustrated in Fig. 2n of the drawings, the strength of the magnetic field due to the solenoid 16 being indicated by the ai'rowed line M', tlie value of' this field being greater than the critical value of the curve EDAB, this magnetic field being therefore sufficient when acting alone to close the magnetron and deenergize the controlled relay circuit; and the strength of the opposing magnetic field produced by the solenoid 17 is indicated by the opposing arrowed line O, the inter-reaction of the .fields M and O being such as to produce a resultant field indicated by the arroived line R, this resultant being of a value less than the critical value of the curve and insufficient to disturb the open magnetron M and the energized relayv circuit, the value of the current inthe circuit being represented by the asterisk on the curve, Fig. 2. With this arrangement the high tension current passing through the output circuit of the magnetron is at its maximum and quite able, by means of the relay 21, to operate additional train circuits for controlling the movement of the train.

For controlling the movement of the train tlieurelay 21 is provided with the armature 31 arranged in a circuit including the battery 32, the ybrake mechanism 33 andthe contact element 34, normal energization of the relay21 effecting the closing of this circuit, Vpreventing an operation of the brake mechanism 33. If, however. 'the relay 21 is deenergized, this circuit will be opened, ef-

' nea(naseA the-brakes by the train to run under clear conditions, the` thermo-ionic element M being' normally under such magnetic influence to permit a change in the control of the train circuits upon an unbalancing magnetic influence inr a track mechanism. i i i Forproducing the different operations of the magnetron and controlled circuit-the resultant magnetic lieldis modified andra` established, the n'iodication otthelrcsult.

ant lfield rendering' the inagnctron .inactive and the -re-establishing` `ot ythe field eii'ecting the re-establishing roi." the activity `ot `the Thee results ymaybe accom-H magnetron. plishe'd in a number ofvways7 and in tlieconstruction exemplified in Figs. l and 2, l provide means in the form of track mechanism neutralizing the effect ot the opposing' mag. ctie field when the 'relay or output cirn cuit o be Ydeenergizedi,v and means "r re* estab-ishing this effect When re-energization of the circuit is desired.V For magnetically cont-rolling the magnetron M by i netrack niechanisinthere is provided a .track magnet m which preferably comprises a solenoid provided with a-nliermetically closedy brass tube 36 in `Which a perii'ianentl magnet 37 is arranged for ascending anddescending' movement. the said permanent magnet 37 having' a polarityithesame as the polarity ofthe coilf, as clearly shown iin Figure 2 y of the drawings this `to the vend oit provida construction in Which the magnetiza-i .tion oit thecoil 35 helps to retain the permanent vmagnetism lof the ymagnet 37. The

construction of the track magnet an' is prefsk erabiy .such that when the coil35 is deenergized the magnet 37 isinoved to its upper- `most position in the tube 36, aispring 3S be-.

ingr provided for this purpose,` and Whenthe magnet 37 is in this uppermost position the magnetron tube M inbeing` moved over` the magnet m Will come under the iintiuence of the inaonetic field oi the said ma'net 37. 1 7

magnet 3? will be sucked into the coil 35 against the action ot the spring 38. this beinnr shown inV Figure 2 ofthe drawingsj and with the magnet 37 in this position the niagiietron M will move `over the magnet m uninuenced thereby. i f Y i i i The track magnet mandy more speciiically the magnet core 37 provides a magnetictield of a polarity such :as to aidv the magnetic field provided by `thevsolenoid 16 or, conversely, to oppose or neutralizethe inagnetic tield provided by they coil 17. When the magnetronM' is `moved over the track magnet mftlie 'influence or the track magnet v`When the coil 35 is energized, however, the y `be oniy moment:

is suchthat the etfect ont' the opposing inagnet-iczfeld O of coill `is the main field M" alone is activ-e for closing; the niae'netron and deenergg'iZing` the relay circuit. This ,magnetic in'liuence need in the quick passage of the vtrain andI the magnetron M over the track ii'iagnet m for the deenergizing oit the circuit-to 4the control relay 2l `deenergizes thelcoil 17 `with thel result that after the magnetron `M has passedbeyoniil the track i magnet m, the n'iagnetization oitl the solenoid 16 is predominant and Without opposition.

Iii-this `Way a permanent closing;l or blowingoat ot the magnetron M may be etected instantaneously and by subJecting the magnetron M to momentary influence only et the mag-net m.

Vith theconstruction thus tar described it :will beA apparent. thatwyitli clear tracli conditions ahead the track ina-gnet'coil 35v will, be `eneiprized -to causetliecore 37 'to assumetliewposition shown in Figure 2 of the drawings, the train circuitswhen movft the `track magnet being unintlu- :id retaining clear conditions on the vehicle.

neutralized so that lilith danger conditions ahead,"

hoiiieyer7 the track magnet coil 35 'Will be i dcenergizeth bringing `'the magnetron M under-the influence ot the magnet core 37 to eiect sudden and-permanent 'closing' of the magnetron and its circuit for opening' the brakingcircuit to effect application ot the brakes.

After the application ofthe brakes the magnetron tube M may again be set into activityand to this end there` is provided shunted across the elements of the thermo-l `ionic device a normally open circuit `includ-` ing` the conductor 39 connected to the'anode `terr'ninal l5, normallyopen switch `4M), re- 4sistancevtl, `and conductor 42 connected to ythecathode terminal 13. Upon closing the Vswitch 40 it will be apparent that current Will tlovvtroinA the battery 25 through conductors 26 and 12,tlirough resistance tl,

switch .40, conductor 39, conductor 22, relay 21, conductor E23 and solenoid 1"?, the solejnoidlbeing' thus energized tor setting,` up a magnetic field in opposition to theinagnetic lield oifsolenoid 16 to bring the magnetic influence to the point on the curve .ED (Figure `2?.) designated by the asterisk (my this magnetic :influence being insufficient, as heretoforedescribed, to retard the electrons from reachingthe anode .12, the magnetron tube M being' thus reopened and set into activity for releasing` of the' brakes.

in the preferred construction of my sys-V tein I krprovide two track magnets arranged in succession before theentrance to each block, the first track magnet being used for closing' the magnetron and lthe second one for reopening `itifthe `arrangement ot. :the `parts :permitting impressing upon the train the clear, caution and danger` track conditions. This is shown in Figures 1 and 3 of the drawings, and referring to these figures, arranged in each block such as E and F there are provi-ded the two track magnets m and m' each adapted for cooperation with the magnetron M and the train circuits carried by a. vehicle 43. The track magnet m (see Figure 3) also comprises a coil 44 having a non-magnetic tube such as a brass tube in which is arranged a. permanent magnet 46 adapted for ascending and descending movement in the tube 45, the polarity of the permanent magnet 46 being the same as the polai'ity of the coil 44, as clearly shown in Figure 3 of the drawings. The polarity o thc magnetic elements of magnet m', however, is opposite to the polarityl of the magnetic elements olI the magnet m, this to the end of influencing the train magnetron M in opposite manners. The track magnet m is, furthermore, so constructed that the magnet core46 assumes the descended gravitated position shown in full lines in Figure 3 when the coil 44 is deenergized, the magnet core 46, when the coil 44 is energized, being caused to assume the uppermost positionv in the tube 45, as shownby the dotted line position in Figure 3 'of the drawings.

lith this construction and arrangement of the track magnets In and m' it will be apparent that if the magnetron M has been closed by moving under the influence of the tiack magnet m with the magnetic field of the track magnet m aiding the magnetic field of coil 1G, the magnetron may be reopened by energizing the track magnet m' and bringing the magnetron M under the influence of the magnetic field provided by the core 46 in ascended position, this latter magnetic field opposing the magnetic field of coil 16 to an extent such that the resultant magnetic field is less than the critical value necessary to retain the magnetron M extinguished.v The magnetron M will be therefore momentarily influenced to cause a reopening of the same and an energization of its solenoid 17, energization of this solenoid providing the sustained magnetic opposition to the magnetic field of coil 1G, the magiietron tube being -thus reopened permanently `by the momentary influence ot' the track magnet m'.

lit-h this construction clear, caution and danger track conditions may be impressed upon the vehicle in the following manner:

]. Clem trac/c Conditions.

For clear track conditions the track magnet m will be energized andthe track magnet ym' will be deenergized to effect the positioning of the` magnet cores as shown in Figure 3 of the drawings, and in the block F of Figure 1. of the drawings. lVith the parts assuming these positions the ina-gnevthe output circuit of the magnetron tion M, which in the normal operation of the train, is opened, will bc uninfiuenced by either the magnet m or m' and will pass the control track stations without any change impressed or imposed upon the train apparatus, the train therefore continuing to run clear.

2. Cai/tion track conditions.

opened to eli'ect the releasing of the brakes,

service application of the brakes being thus provided for.

Danger track conditions.

lVith a vehicle or train in the next block, the danger t `ack conditions will be translated to the magnets m and m', both magnets being deenergized, the core 37 ol magnet m being in its ascended dotted line position (Figure 3) and the magnet core 4G being in its descended full line position (Figure 3). lVith the parts assuming these positions the magnetron M, in moving over the magnet m, will be closed, and the magnetron in passing the magnet m' will be uninfluenced, the closing of the magnetron M being thereby maintained for the complete application of the brakes and the stopping of the train. As heretofore pointed out, if it is desired to set the train into operation again, the switch 4() will be closed for energizing the magnet-ron solenoid 17.

Referring now to Figures 4 and 4, which show a modified form of my train control system, there is provided, as in the forni shown in Figure 2, a brake mechanism 33' in a circuit including the contact 34', the armature 31' and the battery 32', the armature 31 being controlled by the electromagnct of a relay 21', the said relay being connected in as hy means ot' the conductor 22' connected to the anode terminal 15' of the magnetron M' and by means of the conductor 23' which is connected to the solenoid 17' surrounding the magnetron tube M and arranged coaxially and symmetrically with the elements ol the magnetron tube` the solenoid 17' being in turn connected to the high tension current battery 25', which in turn is connected by means of the conductor 26' to the cathode terminal 13' of the cathode or filament 11. Similarly, as in Figure 2, the filament vl1' is; included in an energizing circuit provided with battery 1,8', a conductor 19 and. a conductor 20, conductor 19 being connectedto the cathode terminal 13 andthe conductor 20 being connected to the cathode terminal 14. The solenoid 16 issimilarly connected in series with a conductor 29, rheostat 30, conductor 31', battery, 27 and conductor 28. In the modification shown `in Fig'ure 4, however, the circuits of the solenoid v16` land 17 are interrelated as to ell'ect a safe operation of the systematfall times responsive to any accidental break in any of' the circuits. To this end the circuit of the solenoid 16 lis provided with a relay coil 47 controlling the armature 48 in the circuit of the solenoid 17 one terminal of' the relay coil 47 being connected by means of a conductor 49 to the conductor 31h, the other terminal of the relay coil 47 being connected by a conductor 50 to the rheostat 30', the armature 48 and a cooperating contact 51 being in `turn interposed between the conductor 23 and the solenoid 17 in the circuit of the said solenoid 17. Vith this arrangement it will be apparent that upon failure of the circuit of the coil 16 the relay magnet 47 will be deencrgized and the circuitof the vsolenoid 17 will be automatically opened for deener gizing the relay 21 to effect the application of the brakes. It will `be furthermore seen that if any of the other circuits acidentally give way7 the brakemechanism of the train will be also set. Thus, if the glow circuit be broken. the magnetron will be extinguished. Thus, also, if the circuit including the solenoid 17 is broken, the magnetization of' coil 16 will be predominant, eflectingthe closing of' the magnetron M which in turn will effect the setting of the brakes. Moreover, it will be seen that if any of the track circuits fail, such as that of the track magnet m, deenergization of the coil 35 thereof will automatically cause the ascent of the magnet core 37 to effect the closing of the magnetron M.

As in the form of the system shown in Figure 2the system shown in Figure 4 is associated with a plurality of track magy nets m and m', the magnet m being shown in Figure 4 of the drawings, these magnets having a construction similar to those shown in Figures 1 to 3 of the drawings, the magnet m. including, for example, the coil 35', the tube 36, the core 37 and the spring 38. The magnet m in Figure 4 is shown with the core 37 in the ascended position with the coil 35 deenergized, this effecting a magnetic field act-ive on the magnetron M of a magnitude .such that the magnet-ization is somewhere on the part of the curve designated as A B in Figure 4a of the drawings as denoted for example by the asterisk shown in said figure, this effecting the clos- .ing of the magnetron M andy the deenergizing of' the circuit controlled thereby for 'effecting the release of the armature 31 to open the braking circuit, as .shown in Figurel is also 4provided with the energizing or magi netron reopening circuit' including' the con ductor 39', `normally openswitch 40, resistance 41 and conductor 42. f

The train control system of my invention, in which a train circuit is magnetically influenced by a track mechanism, as shown in example, in the modification disclosedl in Figure 5 of the drawings. Referring now to Figure 5 of the drawings, I first provide a thermo-ionic element M2 consisting `of a vacuous tube 52 provided with a straight` filament or cathode 53 and a ooaxially and symmetrically arranged anode 54, the cathode being provided Vwith the terminals 55' and 56 and the anode beingprovided with the terminal 57. The filament or glow cir cuit includes the battery 58 connected to the cathode terminals 56 and 55 by means of the conductors 59 and 60. The output circuit i of the thermo-ionic element M2 includes the control magnet 61. Cooperating with the thermo-ionic elementi M2 there is provided the track magnet m2 having aconstruction the same as the track magnet m of Figures 1 to 4, the operation of' this magnet being such that when the core thereof is in its' lower fullline position as shown in Figure 5, the thermo-ionic device M2 fluenced in passing thereover and when the core 70 is in its dotted line position as shown" in said figure the thermo-ionic element M2 is affected by the magnetic field of the core, with result that the thermo-ionic element is momentarily closed, deenergizing the rela-y electromagnet 62 for the release ofthe armature 63 and the opening of the contact 64, the momentary closing of the thermo-ionic element M2 thus effecting the permanent opening of the circuit to the brake control relay 61. Thus, with clear track conditions the thermo-ionic device M2 is uninfiuenced permitting the train to run clear and under danger and caution conditions when the track magnet m3 is deenergized the train circuit will be opened to effect the application of the brakes.` f

For reopening` the thermo-ionic element M2 and for reenergizing the train ycircuit controlled thereby, as under caution train is normally i will be unini .75 Figures 1- to 4 of the drawings, may be modified within .wide limits as shown', for

conditions, I further provide a second thermoionic element M3 in the form of a magnetron, the magnetron M8 including the straight lilament or cathode 71 having the terminals 72 and 73 and the symmetrically andcoaxially arranged anode 74 having the terminal 75, all included in a vacuous vessel 76 and surrounding the said vessel Symmetricallywith the elements ot the thermoionic devicethere is provided the solenoid or coil 77. The closed circuit of the filament 71 includes the battery 78 connected to the terminals 72 and 73 as by means of the conductors 79 and 8O respectively. The solenoid 77 is energized by means of a battery 81 connected to the terminals of the solenoid by means of the conductors 82 and 83 respectively, a rheostat 84 being arranged in this circuit and adjusted so that sutiicient current will pass through the solenoid 77 to produce a magnetic field of a quantity or magnitude sutlicient to normally close the magnetron M.

The output circuit of the magnetron M3 `is arranged to control the relay'magnet 62 of thecircuit of the elementV M2 and to this end one terminal of the relay is connected by means of a conductor 85 to a battery 86, which in turn is connected by means of a vconductor 87 to the cathode terminal 7 3, the

other terminal of the relay magnet 62being connected as by means of the conductor 88 to the anode terminal 75 of the magnetron M. With this arrangement and with the magnetron M2 normally Aclosed the circuit to the'relay magnet 62 is normally open, the relay magnet 62 being only energized normallyby the activity of the magnetron M2.

For reopening the element M2 after it has been closed by themagnet m3 I provide the second track magnet m4 having a construction similar to the track magnet m of Figures 1 to 4, the track magnet mf being adapted for controlling the operation of the magnetron M2. The polarity of the track magnet m* is such as to oppose or neutralize` the magnetic ieldof the magnetron solenoid j 77 so that upon passage of the magnetron M3 over the track magnet m4 the resultant magnetic field active on the magnetron M3 will be insufficient to retain the same closed and under such 'conditions the magnetron M2 will be opened. rl`he opening of the magnetron M3 will close the circuit including the relay magnet 62, closing of this circuit eiecting vthe energization of said magnet and the attraction of the armature 63, this in turn effecting the closing of the circuit to the thermo-ionic element M2, the closing of Vthis circuit reopening the said thermoionic element M2. Although the action of the track magnet fm4 on the magnetron M3 is only momentary, the momentary opening ofthe magnetron M3 will be sufficient to energize the relay magnet 62 and continued en system shown in Figure 5 are the same asy for the system shown in Figures 1 to 4, the

track magnets being operated in the same manner to obtain the same train indications. Thus, for the train running clear the magnet m3 is energized and the magnet m4 deenergized so that the cores 70 and 89 assume their full line positions as shown in Figure 5, both the thermo-ionic elements M2 and M3 being uninfluenced with-the magnets so operated,l the train indications being unmodilied in passing the track magnets. However, under caution conditions the track magnet m3 is deenergized and the track magnet m4 is energized, the cores 70 and 89 assuming the upper dotted line positions as shown in Figure 5, the magnetron M2 being closed by the influence of the core 70 and the magnetron M2 being opened by the infiuenee of the core 89 to cause the reopening of' the thermo-ionic device M2. lVith danger track conditions ahead both track niagnets m3 and fm are dcenergized, the core 7() of the track magnet m2 assuming the upper dotted line position and the core 89 of track magnet m4 assuming its descended position and with this arrangement the thermo-ionic device M2 will be closed and will not be relit by the magnetron M3, el'ecting a complete stopping of the train. A'l'ter the coniplete stopping of the train the thermo-ionic device M2 may again be set into activity and to this end there is provided the shunt circuit comprising a normally open switch 90 and a resistance 91 connected to the conductors 87 and 88 by means of the conductors 92 and 93. Upon closing of the normally open switch 90 it 'will be evident that the relay magnet 62 Will be energized to close the circuit of the thermo-ionic device M2, causing reopening ot' the same.

Although the thermo-ionic device M2 has been shown in this last form of my invention to comprise an ordinary thermo-ionic device magnetically influenced by roadside mechanism, it will be apparent that I may here provide the thermo-ionic element M2 with a solenoid circuit so arranged that a magnetic ield is normally effective on the thermo-ionic element M2 of a magnitude insnlicient, however, to close the same, but of a magnitude close to the critical point of the magnetron so that upon passage of the therino-ionic device M2 over a track magnet m" a small amount of magnetization alone will be sul'iicient to cause the closing of the thermo-ionic element M2, a very sensitive operation being thereby effected.

The use, installation and operation of in v novel train control system will be fully apparent from the above detailed description of the construction and operation thereof.'

.It Will be furtherapparent th'atpin each in` stance I have provided a train-circuit or cir"- cuits directly and magnetically influenced` magnetron, this traincontrol system being` thus especially adaptable for controlling the ordinary fast moving train.

Vvhile I have showniny device in the preferred forms, it will be obvious thatmany changes and modilicationsmay be made inl the structure disclosed, Without departing from the spirit of the invention, defined in the following claims.k

I claim:

l. In combinatioma vehicle circuit including' an electron discharge device of Which a magnetic l'ield is a controlling component, roadside mechanism including means tor influencing the said device to vary its activity and means active for maintaining such activity when the said device is so influenced. l

2. In combination, a vehicle circuit including anV energized electron discharge device of which a magnetic field is a controlling component, roadside mechanism i'or invfluencinov the said device kto deenero'ize the tu C same, andlmeans activator maintaining the said device deenergized `when so influenced 3. In combination, a` vehicle circuit including an electron discharge device of which a magneticiield 1s a controlling component, roadside mechanism including means for momentarily infiuencing the said s device as the vehicle moves over the roadbed to vary its activity and means active tor maintaining such varied activity when the said device is so influenced.

t. In combination, a vehicle circuit including an electron discharge device otwvhich a magnetic iield is a control ling component,

roadside mechanism including means for momentarily influencing the said device as the vehicle moves over he roadbed to vary its activity and means active for maintaining such activity when the said device is so influenced.- l

5. In` combination, a vehicle circuit including a magnetron ot' which a magnetic field is a controlling component, roadside mechanism including means for influencing the magnetron to vary its activity and means active for maintaining such activity When the magnetron is so influenced.

6.'In combination, 1 a vehicle' circuitv including an electron discharge? devicel ot' which a magnetic iieldis aI controlling component, said electron dischargedevice being capable of being deenergized, roadside mechanism t'or intluencingthesaid device to energize the same andmeans for maintaining the said device energized when so influenced.

7. In combination, a vehicle circuit including an electron discharge device of,

which a magnetic field is a controlling com- Jonent said electron discharge devicebeino` capable of being deenergized, roadside mechanism for momentarily influencingthe said device to energize the same and vehicle carried means tor maintaining the said device energized when so momentarily,` influenced.

Sr In combination, vehicle carried mechanism-including a controlled circuit, a singlel electron discharge device of which a. magnetic field is a controlling component governing said circuit, and means including roadside mechanism for influencing the said electron discharge device to selectively produce a persisting energized or deenergized condition in said controlled circuit. e

S). In combination,vehicle carried mechanism including a controlledcircuit, a single electron discharge device of which a magnetic field is a controlling component governing said circuit, and means including roadside mechanism 'for momentarily influencing the said electron discharge device to selectively'produce a persisting energized or deenergized condition in said controlled circuit. I

y l0. In combination, -a vehicle carried mechanism comprising an velectron discharge device of which a magnetic field is a controlling component, an `electrode Vcircuit for said device and roadside mechanism tor influencing said device to impose a sustained energized condition in said electrode circuit.

ll.` In a train control mechanism, a controlled circuit, a single electron` discharge device otxvhich' a magn'eticfield is a controlling component governing said circuit and means for magnetically influencing said electron discharge device to produce selectively in lsaid controlled circuit a persisting energized. or deenergized state.

12. In a train control mechanism, a controlled circuit, a single electron discharge device of which a magnetic field is a controlling component governing said circuit and means for magnetically inliuencing said electron discharge device momentarily to produce selectively in said controlled circuit a persisting energized or deenergzed state.

13. In a train control syst-em, a controlled circuit, a single electron discharge device Vof which a magnetic field is a controlling component governing said circuit, said device beingcapable of being deenergized, means for magnetically influencing said device to energizethe same and means for maintaining said device energized when so influenced.

14. In a train control system, a controlled circuit, a single electron discharge device of which. a magnetic field is a controlling component governing said circuit, said device being capable of being energized. means for magnetically infiuencing the said device to deenergize the same and means for maintaining said device deenergized when so infiuenced.

15. In a vehicle control system, a vehicle circuit, and a magnetron for controlling the same, the said magnetron including opposed magnetic fields.

16. In a vehicle control system. a vehicle circuit, a. magnetron for controlling the same, the said magnetron including a solenoid effective for establishing a given activity of the magnetron and a second solenoid in said circuit for opposing the infiuence of the first solenoid.

17. In a vehicle control system, a vehicle circuit, a magnetron for controlling the same, the said magnetron including a magnetic field producing means effective for establishing a given activity of the magnetron and a. solenoid in said circuit for opposing the influence of the magnetic field.

18. In a vehicle control system, a vehicle circuit, a magnetron for controlling the same, the said magnetron including means for establishing opposed magnetic fields having a resultant `magnitude to permit activity ofthe magnetron and means for modifying the resultant of said fields for deenergizing the magnetron.

19. In a vehicle control system, al vehicle circuit, a magnetron for controlling the same, the said magnetron including means for establishing opposed magnetic fields having a resultant magnitude to permit activity of the magnetron and roadside magnetic means for modifying the resultant of said fields for deenergizing the magnetron. 20. In combination, a vehicle circuit including an electron discharge device of which a magnetic field is a controlling component active or'impressing a given characteristic on said circuit, roadside mechanism for influencing the said device to change the characteristic of said circuit and means including additional roadside mechanism for reestablishing the said given characteristic of the circuit.

21. In combination, a vehicle circuit including an electron discharge device ot which a magnetic field is a controlling component active for impressing a given characteristic on said circuit, roadside mechanism for magnetically infiuencing the said device to change the characteristic of said circuit and additional roadside mechanism for influencing the said device for reestablisliing the said given characteristic of the circuit.

22. In combination, a vehicle circuit in` cluding an electron discharge device of which a magnetic field is a controlling component active for normally energizing the circuit, roadside mechanism intermittently andinagnetically active on the said device for closing the same to dcenergize the circuit and means for reopening the said device for reenergizing the circuit.

23. In combination, a vehicle circuit including an electron discharge device of which a magnetic field is a controlling component active for normally energizing the circuit, roadside mechanism intermittently and magnetically active on the said device for closing the same to deenergize the circuit and additional roadside mechanism for reopening the said device for rcenergizing the circuit.

24. In combination, a vehicle circuit including a magnetron and roadside mechanism for controlling the activity of the magnetron including means for closing the same and means for reopening the same.

25. In combination, a vehicle circuit including an electron discharge device of which a magnetic field is a controlling component, roadside mechanism for magnetically influencing the said device to'change the characteristic of the circuit, means for maintaining the circuit changed after the device is so infiuenced and means including additional roadside mechanism for re-establishing the original characteristic of the circuit.

26. In combination, a vehicle circuit in cluding an energized electron discharge device of which a magnetic field is a controlling component, roadside mechanism for influencing the said device to open the said circuit, means for maintaining the circuit opened after the device has been so influenced and means for reenergizing the said device.

27. In combination, a vehicle circuit including an energized electron discharge device of which a magnetic fieldis a controlling component, roadside mechanism for infiuencing the said device to open the said circuit, means for maintaining the circuit opened after the device has been so influenced and means including additional roadside mechanism for reenergizing the said device.

28. In combination. a vehicle circuit including an electron discharge device of which a magnetic field is a controlling component controlling the same, means for influencing the said device to impose a susthe magnetron and a second solenoid in said circuit for normally kopposing the influence of the first solenoid and roadside'mechanism for lirst aiding the activity of the rst solenoid and then aiding the activity of the second solenoid. i

3l. In a vehicle control system, a vehicle circuit, a magnetron for controlling the same, the said magnetron including' means for establishing opposed magnetic iields having a resultant magnitude to permit activity ot' the magnetron, roadside mechanism for modifying the resultant of said fields for deenergizing the magnet-ron'and additional roadside mechanism for reestablishing said resultant magnitude for reenergizing the magnetron.

32. In combination, a vehicle circuit including a normally open electron discharge device of which a magnetic field is a controlling component and means tor permanently closing the same including roadside mechanism momentarily operative magnetically on the device in the passage of the vehicle.

33. In combination, vehicle mechanism and roadside mechanism for magnetically influencing the same, the said roadside mechanisni including spaced magnets selectively operable for influencing the train mechanism in opposite manners, the said spaced magnets each comprising a movable magnet core.

34. In combination, vehicle mechanism and roadside mechanism for magnetically influencing the saine, the said n roadside mechanism including spaced magnets selectively operable for influencing the train mechanism in opposite manners, each of the said track magnets comprising a magnet coil and a magnet core slidably mounted therein.`

35. In combination, vehicle mechanism and roadside mechanism for magnetically influencing the same, the said roadside mechanism includino spaced magnets selectively operable for influencing the train mechanism in opposite manners, each of thesaid track magnets comprising permanent magnet cores hermetically enclosed in a casing `and movable in the casing.

36. In a system of the class described,

track mechanism comprising spaced magnets eachprovided With a coil and a permanent Y a source of current and said tube, a signal controlled by said circuit, a magnet for opposing the iiovv of current through said tube, a Winding for opposing the eifect of said magnet on the :flow of current through said i tube, and train control means for supplying current to said Winding.

38. In a railway signaling system, a

"vehicle carried mechanism comprising an electron discharge tube having a plate and a heated vfilament, a circuit including a source of current and the plate and; filament of said tube, a signal controlled by said circuit, a magnet for opposing the flow of current through said tube, a Winding for opposing the effect ofsaid magnet on the flow of current through said tube, and train control means for supplying current to said Winding.

39. In a train control system, vehicle'cairied mechanism comprising a vehicle circuit including a magnetron of Which a magnetic iield is a controlling component, roadside mechanism including means or influencing the magnetron to vary its activity and means active for maintaining such activity when the magnetron is so influenced.

VtO. In a train control system, vehicle carried mechanism including a controlled circuita single electron discharge device. of Which a magnetic iield is aV controlling component govering said circuit, and means includiiig roadside mechanism for momentarily influencing the said electron discharge device i toselectively produce a persisting energized Y, or deenergized condition in said controlled circuit.

41. In a train control system, a vehicle circuit including an energized electron discharge device of which a magnetic field is a controlling component, roadside mechanism `for influencing the said device to open the said circuit, means for maintaining the` circuit openedV after the device has been so influenced and means forreenergizing-the said device.

42. In a train control system, a vehicle circuit including an energized electrone discharge `device of which a magnetic field is a Vcontrolling component, roadside mechanism tor influencing the said device to open the l said circuit, means for maintaining the circuit opened after the device has been so in- 

